EP1060986B1 - Flugzeugfahrwerk mit kontrollierter Abtrennung im Falle eines Unfalls - Google Patents

Flugzeugfahrwerk mit kontrollierter Abtrennung im Falle eines Unfalls Download PDF

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Publication number
EP1060986B1
EP1060986B1 EP00401655A EP00401655A EP1060986B1 EP 1060986 B1 EP1060986 B1 EP 1060986B1 EP 00401655 A EP00401655 A EP 00401655A EP 00401655 A EP00401655 A EP 00401655A EP 1060986 B1 EP1060986 B1 EP 1060986B1
Authority
EP
European Patent Office
Prior art keywords
landing gear
rupture
aircraft
rod system
aircraft according
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP00401655A
Other languages
English (en)
French (fr)
Other versions
EP1060986A1 (de
Inventor
Francis Dazet
André Maurin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations SAS
Original Assignee
Airbus Operations SAS
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Filing date
Publication date
Application filed by Airbus Operations SAS filed Critical Airbus Operations SAS
Publication of EP1060986A1 publication Critical patent/EP1060986A1/de
Application granted granted Critical
Publication of EP1060986B1 publication Critical patent/EP1060986B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
    • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
    • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
    • B64C25/12—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like sideways
    • B64C2025/125—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like sideways into the fuselage, e.g. main landing gear pivotally retracting into or extending out of the fuselage

Definitions

  • the invention relates to an airplane equipped with a train. designed to be able to detach so controlled, in the event of an accident.
  • the invention allows in particular to prevent the landing gear being torn off come into contact with a placed fuel tank behind him.
  • the invention applies in particular to an airplane of commercial type, such as a plane intended for transport passengers and / or cargo.
  • the tanks of fuel usually lie in the airfoil as well as in the lower part of the fuselage section holding the wing in front of the landing gear main.
  • This central and symmetrical position of tanks with respect to the median longitudinal plane of the plane makes it easy to manage the centering of this one. In other words, the position of the center of aircraft gravity is little modified by the decrease of the mass of fuel that occurs as as it is burned in the engines.
  • a new version of an airplane existing characterized by capacity and radius of action compared to the basic version, can be defined without the wing and the section which maintains are not changed. Under these conditions, the fuel tanks contained in the wing and in this section are also not changed, so that their capacity remains unchanged.
  • a additional fuel tank should then be added.
  • a privileged location to establish this additional tank is located in the lower part of the fuselage, behind the landing gear main. Indeed, this location located in a central part of the aircraft allows good management of the longitudinal position of its center of gravity.
  • This position of the fuel tank may be critical in landing or take-off conditions abnormal.
  • the subject of the invention is an aircraft equipped with a landing gear whose original design allows to control its detachment, in particular to eliminate any risk of shock between a detached part of the landing gear and the structure of the aircraft, in landing or take-off conditions abnormal.
  • this result is obtained by means of an airplane, comprising a structure and at least one landing gear installed under the structure, the landing gear comprising a chassis, bogie, shock absorber with stopper relaxed limit switch and a linkage system placed behind the shock absorber, the shock absorber and the system connecting rod connecting the bogie separately to the chassis, characterized in that the structure includes a slide against which can bear the crankshaft system, during an accidental tilting of the landing gear to the rear, to cause successively complete relaxation of the shock absorber, a break in the relaxed end stop and a break in the linkage system.
  • the linkage system comprises two arms connected end to end by a suitable joint to come into abutment against the slide during a accidental tipping of the landing gear to the rear.
  • the joint then comprises a stop for rupture control, suitable for controlling the rupture of a part of the crankshaft system when an angle formed between the two arms reaches a maximum value predetermined.
  • the part capable of breaking can then be either one of the arms of the connecting rod system, an area of which is dimensioned so that it can be break by bending, the axis of the joint, dimensioned so that it can be broken by shear.
  • one of the arms of the system connecting rod, articulated on the bogie includes a stopper able to bear against the shock absorber, after the linkage system is broken.
  • the slide is formed, of preferably on a reinforced structural element.
  • the slide comprises a first part, suitable for successively controlling the breaking of the stop limit switch of the shock absorber and the broken linkage system, and a second part, able to guide a detached part of the train landing away from said structural member of the plane.
  • Figure 1 schematically represents an aircraft according to the invention.
  • This airplane is an airplane commercial, of classic general design, intended the transport of passengers and / or freight. Only characteristics necessary for a good understanding of the invention will be described below.
  • the structure of the aircraft includes, in particular, usual way, a fuselage 10 as well as a wing 12. When the aircraft is not in flight, this structure rests on the ground by a front landing gear 14 and by a main landing gear. This last includes an auxiliary train element 16 located under the fuselage 10, which is added to the train elements located under the wing 12. To simplify, the expression "landing gear" is used in the whole text to designate each element of train.
  • the plane is fitted with fuel tanks (not shown) installed in the wing 12 as well as in the part bottom of the fuselage section 10 supporting the latter. This section is placed in front of the landing gear 16 implanted under the fuselage.
  • a additional tank 18 is also installed in the lower part of the fuselage 10, in a section of this one located immediately behind the train 16.
  • the arrangement according to the invention is particularly advantageous in the presence of such a additional tank. However, it can be also used when such a tank is not present on the plane.
  • the landing gear 16 is designed and produced so that the occurrence of such accident will not cause a shock, and the perforation of the reservoir 18 when such a reservoir exist.
  • the train landing 16 comprises a chassis 20, made of a in one piece with a vertical drum 22 forming the cylinder fixed top of a main shock absorber 24.
  • a tube 26, forming the movable lower part of the damper 24, carries at its lower end a bogie 28.
  • Each of the front and rear ends of the bogie 28 supports turn the rocket from a pair of wheels 30 mounted in diabolo, and in which brakes are housed (not shown).
  • a connecting rod system 32 is interposed between the barrel 22 and the tube 26 of the shock absorber 24.
  • This linkage system 32 is placed behind the shock absorber 24 in the direction of travel from the plane. It includes a first arm 34 and a second arm 36, connected end to end by a joint 38 whose axis 40 is oriented transversely to the plane, that is to say parallel to the axes of the wheels 30.
  • the upper end of the first arm 34, opposite to the joint 38, is pivotally mounted on the barrel 22 by an axis 42.
  • the lower end of the second arm 36, opposite the articulation 38, is pivotally mounted on the tube 26 by an axis 44.
  • the axes 42 and 44 are oriented transversely and parallel to axis 40.
  • the chassis 20 of the landing gear 16 is linked to the structure of the aircraft, and more precisely in this case to the fuselage 10, by two aligned axes 46 which project from either side of the chassis 20, from so as to be received in cylindrical housings additional (not shown) provided for this purpose in the structure of the fuselage 10.
  • the axes 46 are oriented transversely, i.e. parallel at axes 40, 42 and 44.
  • the fuselage 10 of the aircraft comprises, under the front part of the fuel tank 18, one element of reinforced structure 48.
  • This element 48 is placed at inside the outer shell 50 of the fuselage 10, in a location such as the joint 38 of the crankshaft system 32 automatically comes the hit, during an accidental tilting towards the rear of the landing gear 16.
  • the articulation 38 strikes a slide 52, facing downwards on the structural element 48.
  • the joint 38 slides against the slide 52, inclined in this case backwards and downwards, during an accidental tilting of the train to rear, as illustrated schematically Figures 4A to 4C.
  • the slide 52 can also be tilted up, or horizontal.
  • the system crankshaft 32 is designed to break automatically when the angle formed between the two arm 34, 36 reaches a predetermined maximum value. This value can only be reached when the shock absorber 24 is completely relaxed and when a relaxed end stop 25 of the shock absorber is already broken. These successive ruptures follow the supported by the articulation 38 of the system crankshaft 32 against the slide 52, during a accidental tilting of the landing gear 16 towards the rear.
  • the rupture of a part of the linkage system 32, beyond the predetermined maximum value of the angle formed between the arms 34 and 36, is controlled by a rupture control stop 54 formed on a lug 56 secured to the end of the first arm 34 linked to the second arm 36 by the joint 38.
  • the stop 54 is placed in the extension of the first arm 34 and facing a surface 58 facing the second arm 36.
  • the shock absorber 24 Under normal elongation conditions the shock absorber 24, the arms 34 and 36 form between them an angle such that the stop 54 remains distant from the surface 58 formed on the second arm 36. By Consequently, the stop 54 does not perform any function during a normal, even hard, landing of the aircraft.
  • any additional pivoting of the landing gear 16 (corresponding to an additional extension of shock absorber 24) generates in the linkage system 32 specific constraints to ensure its rupture.
  • the location of the system crankshaft 32 at which level then occurs the rupture is preferably determined in advance, in dimensioning one of the parts of this system crankshaft so that it breaks automatically when excessive effort is applied to it.
  • the part called to rupture is the arm 36. This then includes a dimensioned area of so that it can break by bending, near joint 38. Alternatively, the rupture may also occur in arm 34.
  • the stop 54 then comes to bear against the surface 58 of arm 36, so that the pursuit of tilting of train 16 results in failure by bending of the arm 36, near the joint 38.
  • the two arms are in extension one of the other as shown in Figure 4B, so they are only more linked to each other and the tube 26 is separated from the was 22.
  • FIGS. 5A to 5C illustrate a second mode of realization of the invention, upon the occurrence accidental tipping back of the train landing 16.
  • This embodiment is distinguished mainly from the previous by the nature of the piece crankshaft system 32 called to rupture in the event accident, as well as by the shape of the slide 52.
  • crankshaft system failure 32 occurs at of axis 40, under the effect of shear forces applied to it when the maximum value predetermined angle between the arms 34 and 36 is reached.
  • FIGS. 5A to 5C is also distinguished of the previous one by the shape of the slide 52 provided on the reinforced structural element 48.
  • the slide 52 comprises a first part 52a, inclined (or not) backwards (or towards front) and down (or up), on which the articulation 38 of the linkage system 32 comes automatically pressed during a tilting accidental aft of landing gear 16, as shown in Figure 5A.
  • the shock absorber 24 is then relaxed and the limit stop 25 relaxed is broken.
  • the joint 38 then slides against this first part 52a of the slide, until it breaks of axis 40 of linkage system 32, in a position which appears in FIG. 5B.
  • the arm 36 is equipped with a stopper 62, turned towards the tube 26 of the shock absorber.
  • This stopper 62 maintains a minimum distance between the tube 26 and the slide 52 ( Figures 5B and 5C), after the rupture of the axis 40. This holds the detached part of the train far enough from the fuselage to avoid any shock.
  • a line L in mixed line illustrates the path followed by the joint connecting the tube 26 to the bogie of the train, due to the guiding the arm 36 by the slide 52. This line clearly shows that any risk of perforation of the tank 18 by the ejected part of the train 16 is well avoid.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transmission Devices (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Vibration Dampers (AREA)
  • Toys (AREA)

Claims (9)

  1. Flugzeug mit einer Struktur (10) und mindestens einem Fahrwerk (16), das unter der Struktur (10) angeordnet ist, wobei das Fahrwerk (16) ein Chassis (20), ein Rollgestell bzw. Boggie (28), einen Stoßdämpfer (24), der mit einem Entspannungshub-Endanschlag (25) versehen ist, sowie ein Kurbeltriebsystem (32), das hinter dem Stoßdämpfer (24) angebracht ist, umfasst, wobei der Stoßdämpfer (24) und das Kurbeltriebsystem (32) separat das Rollgestell (28) mit dem Chassis (20) verbinden, dadurch gekennzeichnet, dass die Struktur (10) ein Gleitelement (52) umfasst, gegen das das Kurbeltriebsystem (32) bei einem zufälligen bzw. unvorhergesehenen Kippen des Fahrwerks (16) nach hinten anliegen kann, um nacheinander eine komplette Entspannung des Stoßdämpfers (24), ein Zerbrechen des Entspannungshub-Endanschlags (25) und ein Zerbrechen des Kurbeltriebsystems (32) auszulösen.
  2. Flugzeug nach Anspruch 1, wobei das Kurbeltriebsystem (32) zwei Arme (34,36) umfasst, die durch ein Gelenk (38), welches gegen das Gleitelement (52) bei dem zufälligen bzw. unvorhergesehenen Kippen des Fahrwerks (16) nach hinten zur Anlage kommen kann, miteinander am Stoß verbunden sind.
  3. Flugzeug nach Anspruch 2, wobei das Gelenk (38) einen Anschlag (54) zur Bruchsteuerung umfasst, der das Zerbrechen eines Teils (36,40) des Kurbeltriebsystems (32) steuern bzw. befehlen kann, wenn ein zwischen den beiden Armen (34,36) gebildeter Winkel einen vorbestimmten Maximalwert erreicht.
  4. Flugzeug nach Anspruch 3, wobei das Teil einer (36) der Arme (34,36) des Kurbeltriebsystems (32) ist, wobei der Arm (36) eine Zone aufweist, die so dimensioniert ist, dass sie durch Biegen zerbrechen kann.
  5. Flugzeug nach Anspruch 3, wobei das Teil eine Achse (40) des Gelenks (38) ist, die so dimensioniert ist, dass sie durch Abscheren zerbrechen kann.
  6. Flugzeug nach einem der Ansprüche 2 bis 5, wobei einer (36) der Arme (34,36), der am Rollgestell (28) angelenkt ist, einen Anschlag (62) umfasst, der gegen den Stoßdämpfer (24) nach dem Zerbrechen des Kurbeltriebsystems (32) zur Anlage kommen kann.
  7. Flugzeug nach einem der vorangehenden Ansprüche, wobei das Gleitelement (52) aus einem verstärkten Strukturelement (48) gebildet ist.
  8. Flugzeug nach einem der vorangehenden Ansprüche, wobei das Gleitelement (52) einen ersten Abschnitt (52a) umfasst, der nacheinander das Zerbrechen des Entspannungshub-Endanschlags (25) des Stoßdämpfers (24) und das Zerbrechen des Kurbeltriebsystems (32) steuern kann, und einen zweiten Abschnitt (52b), der ein vom Fahrwerk losgelöstes Teil im Abstand zu dem Struktureelement (10) des Flugzeugs führen kann.
  9. Flugzeug nach einem der vorangehenden Ansprüche, wobei ein Treibstoffreservoir (18) in der Struktur (10) des Flugzeugs oberhalb des Gleitelements (52) angeordnet ist.
EP00401655A 1999-06-15 2000-06-13 Flugzeugfahrwerk mit kontrollierter Abtrennung im Falle eines Unfalls Expired - Lifetime EP1060986B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9907544A FR2795042B1 (fr) 1999-06-15 1999-06-15 Avion comportant un train d'atterrissage a detachement controle en cas d'accident
FR9907544 1999-06-15

Publications (2)

Publication Number Publication Date
EP1060986A1 EP1060986A1 (de) 2000-12-20
EP1060986B1 true EP1060986B1 (de) 2003-11-19

Family

ID=9546795

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00401655A Expired - Lifetime EP1060986B1 (de) 1999-06-15 2000-06-13 Flugzeugfahrwerk mit kontrollierter Abtrennung im Falle eines Unfalls

Country Status (6)

Country Link
US (1) US6318669B1 (de)
EP (1) EP1060986B1 (de)
CA (1) CA2311259C (de)
DE (1) DE60006614T2 (de)
ES (1) ES2209779T3 (de)
FR (1) FR2795042B1 (de)

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2805799B1 (fr) * 2000-03-02 2002-06-14 Messier Dowty Sa Atterisseur d'aeronef a axe de pivotement de jambe fortement deporte
US6651928B1 (en) 2002-09-05 2003-11-25 The Boeing Company Aircraft engine nacelles and methods for their manufacture
US6679452B1 (en) * 2002-10-10 2004-01-20 The Boeing Company Aircraft landing gear support assemblies and associated methods of installation
FR2885596B1 (fr) * 2005-05-12 2007-07-06 Eurocopter France Procede et systeme anti-crash, atterrisseur et aeronef
DE102010004571B3 (de) * 2010-01-04 2011-04-28 Astrium Gmbh Ladevorrichtung für Raumfahrzeuge
KR101229602B1 (ko) 2010-10-28 2013-02-04 현대위아 주식회사 헬기의 압력파괴형 내추락장치
FR3000723B1 (fr) * 2013-01-10 2015-01-16 Messier Bugatti Dowty Organe fusible destine a reunir deux chapes pour former une articulation
US9499257B2 (en) * 2013-06-17 2016-11-22 Goodrich Corporation Weight reducing landing gear features
CN205440853U (zh) * 2015-12-24 2016-08-10 广州亿航智能技术有限公司 无人机
CN206456547U (zh) * 2017-01-18 2017-09-01 深圳市大疆创新科技有限公司 脚架组件及无人飞行器
US10577128B2 (en) * 2018-03-30 2020-03-03 The Boeing Company Health monitoring of aircraft landing gear mechanical structures
US11136112B2 (en) * 2020-01-02 2021-10-05 The Boeing Company Aircraft landing gear forward trunnion support assemblies, trunnion housings and related methods
CN113716017A (zh) * 2021-09-28 2021-11-30 桐庐中通云航科技有限公司 一种机翼角度可调整的无人机

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2348851A1 (fr) * 1976-04-22 1977-11-18 Messier Hispano Sa Train d'atterrissage comportant un dispositif de securite a charge de rupture predeterminee
US4155522A (en) * 1977-07-14 1979-05-22 The Boeing Company Overload release apparatus for aircraft landing gear or the like
US4392622A (en) * 1980-12-22 1983-07-12 The Boeing Company Combined beam support for landing gear
US4408736A (en) * 1981-03-23 1983-10-11 Grumman Aerospace Corporation Landing gear door mud guard
US5333816A (en) * 1992-09-30 1994-08-02 United Technologies Corporation Aircraft landing gear swivel locking pin having automatic release and reengage

Also Published As

Publication number Publication date
EP1060986A1 (de) 2000-12-20
FR2795042B1 (fr) 2001-10-12
ES2209779T3 (es) 2004-07-01
FR2795042A1 (fr) 2000-12-22
CA2311259C (fr) 2009-04-21
US6318669B1 (en) 2001-11-20
DE60006614D1 (de) 2003-12-24
CA2311259A1 (fr) 2000-12-15
DE60006614T2 (de) 2004-09-30

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